Maintenance of Mechanical

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TM 5-692-2

HEADQUART ERS, DEPARTMENT OF THE ARMY

15 APRIL 2001

TECHNICAL MANUAL

MAINTENANCE OF MECHANICAL

AND ELECTRICAL EQUIPMENT

AT COMMAND, CONTROL,

COMMUNICATIONS,

COMPUTERS, INTELLIGENCE,

SURVEILLANCE, AND

RECONNAISSANCE (C4ISR)

FACILITIES

SYSTEM DESIGN FEAT URES

APPROVED FOR PUBLIC RELEASE: DISTRIBUTION IS UNLIMITED


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REPRODUCTION AUTHORIZATION/RESTRICTIONS

This manual has been prepared by or for the Government and, except tothe extent indicated below, is public property and not subject tocopyright.

Reprint or republication of this manual should include a creditsubstantially as follows: Department of the Army TM 5-692-2Maintenance of Mechanical and Electrical Equipment at Command,Control, Communications, Computers, Intelligence, Surveillance, and

Reconnaissance (C4ISR) Facilities System Design Features,15 April

2001.


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Technical Manual HEADQUARTERS

DEPARTMENT OF THE ARMY

No. 5-692-2 Washington, DC, 15 April 2001

Maintenance of Mechanical and Electrical Equipment at C4ISR Facilities

System Design Features

Paragraph Page

CHAPTER 1. INTRODUCTIONPurpose 1-1 1-1

Scope 1-2 1-1References 1-3 1-1Standard of performance 1-4 1-1

CHAPTER 2. SYSTEMS ENGINEERING CONSIDERATIONSGeneral systems considerations 2-1 2-1Program elements 2-2 2-1

CHAPTER 3. DIESEL ENGINESDiesel engine ratings 3-1 3-1Types of diesel engines 3-2 3-1Diesel engine major system components 3-3 3-1

Diesel engine system interfaces 3-4 3-2Operation of diesel engines 3-5 3-4

CHAPTER 4. GAS TURBINESApplications of gas turbines 4-1 4-1Gas turbine operating characteristics 4-2 4-1Gas turbine system major components 4-3 4-1Gas turbine system interfaces 4-4 4-4

CHAPTER 5. FUEL OIL SYSTEMSSimple fuel oil system 5-1 5-1Complex fuel oil system 5-2 5-1

Fuel oil system major components 5-3 5-3

CHAPTER 6. LUBE OIL SYSTEMSLube oil system design features 6-1 6-1Lube oil system major components 6-2 6-9

CHAPTER 7. ENGINE INTAKE AND EXHAUST SYSTEMSEngine intake and exhaust system design features 7-1 7-1Engine intake and exhaust system major components 7-2 7-4

APPROVED FOR PUBLIC RELEASE; DISTRIBUTION IS UNLIMITED


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CHAPTER 8. COOLING SYSTEMSCooling system design features 8-1 8-1Cooling system major components 8-2 8-9

CHAPTER 9. BOILERS

Types of boilers 9-1 9-1Types of systems 9-2 9-1Boiler system major components 9-3 9-2Boiler system controls 9-4 9-3

CHAPTER 10. INCINERATORSIncineration system description 10-1 10-1Incineration system major components 10-2 10-1

CHAPTER 11. CHILLED WATER SYSTEMSChilled water systems description 11-1 11-1Chilled water systems major components 11-2 11-1

CHAPTER 12. DOMESTIC WATER SYSTEMSDomestic water system description 12-1 12-1Domestic water system major components 12-2 12-1

CHAPTER 13. CHEMICAL TREATMENTChemical treatment system design features 13-1 13-1Chemical treatment system major components 13-2 13-6

CHAPTER 14. AIR HANDLING SYSTEMSAir handling system design features 14-1 14-1Air handling system major components 14-2 14-6

CHAPTER 15. INDUSTRIAL WATER SUPPLY SYSTEMSIndustrial water supply system design features 15-1 15-1Industrial water supply system major components 15-2 15-2Testing 15-3 15-3

CHAPTER 16. COMPRESSED AIR SYSTEMSCompressed air system 16-1 16-1Compressed air system major components 16-2 16-1Compressed air system interfaces 16-3 16-8

CHAPTER 17. PNEUMATIC CONTROLS

Pneumatic control design features 17-1 17-1Pneumatic control systems major components 17-2 17-1System operation 17-3 17-3

CHAPTER 18. SANITARY WASTE SYSTEMSGeneral sanitary waste systems 18-1 18-1Sanitary waste system design features 18-2 18-1Sanitary waste system applications 18-3 18-1Treatment methods 18-4 18-2


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Typical sanitary waste systems 18-5 18-3Sludge handling, treatment, and disposal 18-6 18-7Disinfection 18-7 18-7Flow measurement, sampling, and process control 18-8 18-8

CHAPTER 19. GENERATORSGenerator usage 19-1 19-1Generator operation 19-2 19-1Generator types 19-3 19-2AC generators 19-4 19-2DC generators 19-5 19-5Major design components 19-6 19-6

CHAPTER 20. PRIMARY ELECTRICAL DISTRIBUTIONGeneral primary electrical distribution 20-1 20-1Substations 20-2 20-1Overhead distribution 20-3 20-4

Switchgear 20-4 20-5Circuit breakers 20-5 20-6

CHAPTER 21. SECONDARY ELECTRICAL DISTRIBUTIONGeneral secondary electrical distribution 21-1 21-1Switchgear, switchboards, and panelboards 21-2 21-1Transformers 21-3 21-1Power line conditioners 21-4 21-1Motor control centers 21-5 21-3Protective devices, fuses, and circuit breakers 21-6 21-3Switches 21-7 21-4Feeder cables 21-8 21-5

Controls 21-9 21-5

CHAPTER 22. STATIC UNINTERRUPTIBLE POWER SUPPLYGeneral 22-1 22-1Battery and battery charger 22-2 22-1Inverter 22-3 22-3Transfer switches 22-4 22-4Instrumentation 22-5 22-5Operational considerations 22-6 22-5

CHAPTER 23. ROTARY UNINTERRUPTIBLE POWER SUPPLYGeneral rotary uninterruptible power supply 23-1 23-1

Rotary UPS design features 23-2 23-1

CHAPTER 24. MOTOR GENERATORSGeneral motor generators 24-1 24-1Motor generator design features 24-2 24-1


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CHAPTER 25. ELECTRICAL CONTROLSGeneral electrical controls 25-1 25-1Major components of an electrical control system 25-2 25-1

CHAPTER 26. ELECTRONIC SECURITY

Electronic security methodology 26-1 26-1Types of electronic security 26-2 26-1

CHAPTER 27. HEMP PROTECTION SYSTEMSGeneral HEMP protection systems 27-1 27-1HEMP procedures 27-2 27-1Modes of HEMP entry 27-3 27-2Equipment susceptibility 27-4 27-2HEMP protection systems 27-5 27-3

CHAPTER 28. TEMPEST PROTECTION SYSTEMSGeneral TEMPEST protection systems 28-1 28-1

Sources 28-2 28-1Acquisition 28-3 28-1Protection 28-4 28-1

CHAPTER 29. GROUNDINGGeneral grounding systems 29-1 29-1Types of grounding 29-2 29-1Grounding systems 29-3 29-3Ground system materials and testing requirements 29-4 29-4

CHAPTER 30. LIGHTNING PROTECTIONGeneral lightning protection systems 30-1 30-1

Lightning effects on power systems 30-2 30-1Principles of protection 30-3 30-2Lightning protection systems equipment requirements 30-4 30-3

CHAPTER 31. CATHODIC PROTECTIONGeneral cathodic protection systems 31-1 31-1Types of cathodic protection systems 31-2 31-1Application of cathodic protection 31-3 31-2Cathodic protection system design 31-4 31-3

CHAPTER 32. BLAST PROTECTION AND DETECTION SYSTEMGeneral blast protection and detection systems 32-1 32-1

Sensors 32-2 32-1Relay panels 32-3 32-1Blast valve systems 32-4 32-1Blast door systems 32-5 32-1

CHAPTER 33. FIRE PROTECTIONGeneral fire protection systems 33-1 33-1Fire detection systems 33-2 33-1Fire suppression systems 33-3 33-2


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APPENDIX A. REFERENCES A-1

GLOSSARY G-1

LIST OF FIGURES

Figure Title Page

Figure 5-1 Complex fuel oil system - supply 5-2Figure 6-1 General lube oil system diesel engine 6-2Figure 6-2 General lube oil storage and dispensing system 6-3Figure 6-3 Lube oil purification system 6-4Figure 6-4 Emergency service diesel engine lube oil system 6-6Figure 6-5 Primary service diesel engine lube oil system 6-7

Figure 6-6 Diesel engine standby operation lube oil heating system 6-8Figure 7-1 Blast-protected air intake system 7-3Figure 7-2 Blast-protected engine exhaust system 7-5Figure 7-3 Blast-protected exhaust system 7-6Figure 8-1 Examples of engine cooling systems (1) 8-2Figure 8-2 Examples of engine cooling systems (2) 8-3Figure 8-3 Examples of engine cooling systems (3) 8-4Figure 8-4 Typical primary service diesel engine cooling system 8-6Figure 8-5 Typical radiator diesel engine cooling system 8-8Figure 8-6 Typical evaporative cooling tower 8-10Figure 10-1 Vertical dual chamber incinerator 10-2Figure 11-1 Variations of centrifugal pumps 11-5Figure 11-2 Typical valves used in water service (1) 11-8Figure 11-3 Typical valves used in water service (2) 11-9Figure 12-1 Domestic water system with reservoir storage 12-2Figure 12-2 Bladder tank installation 12-4Figure 12-3 Electric water heater 12-5Figure 12-4 Instantaneous steam water heater 12-6Figure 12-5 Semi-instantaneous steam water heater 12-7Figure 12-6 Backflow preventors 12-8Figure 13-1 Typical fill system pot feeder installation 13-3Figure 13-2 Typical pot feeder bypass installation 13-4Figure 13-3 Open-loop chemical treatment system 13-5Figure 13-4 Typical steam boiler installation 13-6Figure 13-5 Basic water softener system 13-7Figure 13-6 Basic ion exchange unit 13-8Figure 14-1 Typical single zone air handling system 14-2


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Figure 14-2 Multizone air handling system 14-3Figure 14-3 Basic dual duct act handling system 14-4Figure 14-4 Air handling system with reheat 14-5Figure 14-5 Variable air volume air handling system 14-7Figure 14-6 Typical air handling system controls 14-15

Figure 16-1 Typical air compressor systems 16-2Figure 16-2 Typical air dryers 16-3Figure 16-3 Typical air compressor installation 16-4Figure 16-4 Typical engine compressed air starting system 16-5Figure 17-1 Basic compressed air supply to pneumatic control system 17-2Figure 18-1 Typical trickling filter process treatment train 18-4Figure 18-2 Conventional plug flow activated sludge flow diagram 18-5Figure 18-3 Septic tank 18-8Figure 18-4 Lift station with wet pit vertical centrifugal pump 18-9Figure 18-5 Pneumatic sewage ejector 18-10Figure 18-6 Gate valve and swing check valve 18-11

LIST OF TABLES

Table Title Page

Table 3-1 Typical alarm and shutdown requirements for diesel engines 3-3Table 4-1 Typical alarm and shutdown requirements for gas turbines 4-3Table 7-1 Typical bellows material failures 7-8


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Technical Manual HEADQUARTERS

DEPARTMENT OF THE ARMY

No. 5-692-2 Washington, DC, 15 April 2001

Maintenance of Mechanical and Electrical Equipment at C4ISR Facilities

System Design Features

Paragraph Page

CHAPTER 1. INTRODUCTIONPurpose 1-1 1-1

Scope 1-2 1-1References 1-3 1-1Standard of performance 1-4 1-1

CHAPTER 2. SYSTEMS ENGINEERING CONSIDERATIONSGeneral systems considerations 2-1 2-1Program elements 2-2 2-1

CHAPTER 3. DIESEL ENGINESDiesel engine ratings 3-1 3-1Types of diesel engines 3-2 3-1Diesel engine major system components 3-3 3-1

Diesel engine system interfaces 3-4 3-2Operation of diesel engines 3-5 3-4

CHAPTER 4. GAS TURBINESApplications of gas turbines 4-1 4-1Gas turbine operating characteristics 4-2 4-1Gas turbine system major components 4-3 4-1Gas turbine system interfaces 4-4 4-4

CHAPTER 5. FUEL OIL SYSTEMSSimple fuel oil system 5-1 5-1Complex fuel oil system 5-2 5-1

Fuel oil system major components 5-3 5-3

CHAPTER 6. LUBE OIL SYSTEMSLube oil system design features 6-1 6-1Lube oil system major components 6-2 6-9

CHAPTER 7. ENGINE INTAKE AND EXHAUST SYSTEMSEngine intake and exhaust system design features 7-1 7-1Engine intake and exhaust system major components 7-2 7-4

APPROVED FOR PUBLIC RELEASE; DISTRIBUTION IS UNLIMITED


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CHAPTER 8. COOLING SYSTEMSCooling system design features 8-1 8-1Cooling system major components 8-2 8-9

CHAPTER 9. BOILERS

Types of boilers 9-1 9-1Types of systems 9-2 9-1Boiler system major components 9-3 9-2Boiler system controls 9-4 9-3

CHAPTER 10. INCINERATORSIncineration system description 10-1 10-1Incineration system major components 10-2 10-1

CHAPTER 11. CHILLED WATER SYSTEMSChilled water systems description 11-1 11-1Chilled water systems major components 11-2 11-1

CHAPTER 12. DOMESTIC WATER SYSTEMSDomestic water system description 12-1 12-1Domestic water system major components 12-2 12-1

CHAPTER 13. CHEMICAL TREATMENTChemical treatment system design features 13-1 13-1Chemical treatment system major components 13-2 13-6

CHAPTER 14. AIR HANDLING SYSTEMSAir handling system design features 14-1 14-1Air handling system major components 14-2 14-6

CHAPTER 15. INDUSTRIAL WATER SUPPLY SYSTEMSIndustrial water supply system design features 15-1 15-1Industrial water supply system major components 15-2 15-2Testing 15-3 15-3

CHAPTER 16. COMPRESSED AIR SYSTEMSCompressed air system 16-1 16-1Compressed air system major components 16-2 16-1Compressed air system interfaces 16-3 16-8

CHAPTER 17. PNEUMATIC CONTROLS

Pneumatic control design features 17-1 17-1Pneumatic control systems major components 17-2 17-1System operation 17-3 17-3

CHAPTER 18. SANITARY WASTE SYSTEMSGeneral sanitary waste systems 18-1 18-1Sanitary waste system design features 18-2 18-1Sanitary waste system applications 18-3 18-1Treatment methods 18-4 18-2


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Typical sanitary waste systems 18-5 18-3Sludge handling, treatment, and disposal 18-6 18-7Disinfection 18-7 18-7Flow measurement, sampling, and process control 18-8 18-8

CHAPTER 19. GENERATORSGenerator usage 19-1 19-1Generator operation 19-2 19-1Generator types 19-3 19-2AC generators 19-4 19-2DC generators 19-5 19-5Major design components 19-6 19-6

CHAPTER 20. PRIMARY ELECTRICAL DISTRIBUTIONGeneral primary electrical distribution 20-1 20-1Substations 20-2 20-1Overhead distribution 20-3 20-4

Switchgear 20-4 20-5Circuit breakers 20-5 20-6

CHAPTER 21. SECONDARY ELECTRICAL DISTRIBUTIONGeneral secondary electrical distribution 21-1 21-1Switchgear, switchboards, and panelboards 21-2 21-1Transformers 21-3 21-1Power line conditioners 21-4 21-1Motor control centers 21-5 21-3Protective devices, fuses, and circuit breakers 21-6 21-3Switches 21-7 21-4Feeder cables 21-8 21-5

Controls 21-9 21-5

CHAPTER 22. STATIC UNINTERRUPTIBLE POWER SUPPLYGeneral 22-1 22-1Battery and battery charger 22-2 22-1Inverter 22-3 22-3Transfer switches 22-4 22-4Instrumentation 22-5 22-5Operational considerations 22-6 22-5

CHAPTER 23. ROTARY UNINTERRUPTIBLE POWER SUPPLYGeneral rotary uninterruptible power supply 23-1 23-1

Rotary UPS design features 23-2 23-1

CHAPTER 24. MOTOR GENERATORSGeneral motor generators 24-1 24-1Motor generator design features 24-2 24-1


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CHAPTER 25. ELECTRICAL CONTROLSGeneral electrical controls 25-1 25-1Major components of an electrical control system 25-2 25-1

CHAPTER 26. ELECTRONIC SECURITY

Electronic security methodology 26-1 26-1Types of electronic security 26-2 26-1

CHAPTER 27. HEMP PROTECTION SYSTEMSGeneral HEMP protection systems 27-1 27-1HEMP procedures 27-2 27-1Modes of HEMP entry 27-3 27-2Equipment susceptibility 27-4 27-2HEMP protection systems 27-5 27-3

CHAPTER 28. TEMPEST PROTECTION SYSTEMSGeneral TEMPEST protection systems 28-1 28-1

Sources 28-2 28-1Acquisition 28-3 28-1Protection 28-4 28-1

CHAPTER 29. GROUNDINGGeneral grounding systems 29-1 29-1Types of grounding 29-2 29-1Grounding systems 29-3 29-3Ground system materials and testing requirements 29-4 29-4

CHAPTER 30. LIGHTNING PROTECTIONGeneral lightning protection systems 30-1 30-1

Lightning effects on power systems 30-2 30-1Principles of protection 30-3 30-2Lightning protection systems equipment requirements 30-4 30-3

CHAPTER 31. CATHODIC PROTECTIONGeneral cathodic protection systems 31-1 31-1Types of cathodic protection systems 31-2 31-1Application of cathodic protection 31-3 31-2Cathodic protection system design 31-4 31-3

CHAPTER 32. BLAST PROTECTION AND DETECTION SYSTEMGeneral blast protection and detection systems 32-1 32-1

Sensors 32-2 32-1Relay panels 32-3 32-1Blast valve systems 32-4 32-1Blast door systems 32-5 32-1

CHAPTER 33. FIRE PROTECTIONGeneral fire protection systems 33-1 33-1Fire detection systems 33-2 33-1Fire suppression systems 33-3 33-2


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APPENDIX A. REFERENCES A-1

GLOSSARY G-1

LIST OF FIGURES

Figure Title Page

Figure 5-1 Complex fuel oil system - supply 5-2Figure 6-1 General lube oil system diesel engine 6-2Figure 6-2 General lube oil storage and dispensing system 6-3Figure 6-3 Lube oil purification system 6-4Figure 6-4 Emergency service diesel engine lube oil system 6-6Figure 6-5 Primary service diesel engine lube oil system 6-7

Figure 6-6 Diesel engine standby operation lube oil heating system 6-8Figure 7-1 Blast-protected air intake system 7-3Figure 7-2 Blast-protected engine exhaust system 7-5Figure 7-3 Blast-protected exhaust system 7-6Figure 8-1 Examples of engine cooling systems (1) 8-2Figure 8-2 Examples of engine cooling systems (2) 8-3Figure 8-3 Examples of engine cooling systems (3) 8-4Figure 8-4 Typical primary service diesel engine cooling system 8-6Figure 8-5 Typical radiator diesel engine cooling system 8-8Figure 8-6 Typical evaporative cooling tower 8-10Figure 10-1 Vertical dual chamber incinerator 10-2Figure 11-1 Variations of centrifugal pumps 11-5Figure 11-2 Typical valves used in water service (1) 11-8Figure 11-3 Typical valves used in water service (2) 11-9Figure 12-1 Domestic water system with reservoir storage 12-2Figure 12-2 Bladder tank installation 12-4Figure 12-3 Electric water heater 12-5Figure 12-4 Instantaneous steam water heater 12-6Figure 12-5 Semi-instantaneous steam water heater 12-7Figure 12-6 Backflow preventors 12-8Figure 13-1 Typical fill system pot feeder installation 13-3Figure 13-2 Typical pot feeder bypass installation 13-4Figure 13-3 Open-loop chemical treatment system 13-5Figure 13-4 Typical steam boiler installation 13-6Figure 13-5 Basic water softener system 13-7Figure 13-6 Basic ion exchange unit 13-8Figure 14-1 Typical single zone air handling system 14-2


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Figure 14-2 Multizone air handling system 14-3Figure 14-3 Basic dual duct act handling system 14-4Figure 14-4 Air handling system with reheat 14-5Figure 14-5 Variable air volume air handling system 14-7Figure 14-6 Typical air handling system controls 14-15

Figure 16-1 Typical air compressor systems 16-2Figure 16-2 Typical air dryers 16-3Figure 16-3 Typical air compressor installation 16-4Figure 16-4 Typical engine compressed air starting system 16-5Figure 17-1 Basic compressed air supply to pneumatic control system 17-2Figure 18-1 Typical trickling filter process treatment train 18-4Figure 18-2 Conventional plug flow activated sludge flow diagram 18-5Figure 18-3 Septic tank 18-8Figure 18-4 Lift station with wet pit vertical centrifugal pump 18-9Figure 18-5 Pneumatic sewage ejector 18-10Figure 18-6 Gate valve and swing check valve 18-11

LIST OF TABLES

Table Title Page

Table 3-1 Typical alarm and shutdown requirements for diesel engines 3-3Table 4-1 Typical alarm and shutdown requirements for gas turbines 4-3Table 7-1 Typical bellows material failures 7-8


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CHAPTER 1

INTRODUCTION

1-1. Purpose

This document has been prepared to provide generic guidance to agencies responsible for the developmentand implementation of maintenance programs for site utility systems at Command, Control,Communications, Computers, Intelligence, Surveillance, and Reconnaissance (C4ISR) sites. This technicalmanual (TM), TM 5-692-2, describes commonly implemented design features of various mechanical andelectrical systems. TM 5-692-1, the companion manual to TM 5-692-2, describes the activities whichmust be performed to maintain mechanical and electrical equipment at a minimum level of operationalreadiness.

1-2. Scope

The program guidance and system specific maintenance requirements advanced in this manual areapplicable in part or total to all C4ISR sites.

1-3. References

Appendix A contains a list of references used in this manual.

1-4. Standard of performance

The program guidance and system specific features described in this manual are considered to meet the

minimum required standards of performance for such systems and must be augmented by equipmentmanufacturer's detailed operation and maintenance instructions and other site-specific design requirementsas local mission reliability requirements dictate.


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CHAPTER 2

SYSTEMS ENGINEERING CONSIDERATIONS

2-1. General systems considerations

Requirements are presented in this manual for the design of optimally reliable mechanical and electricalsystems at Command, Control, Communications, Computer, Intelligence, Surveillance, andReconnaissance (C4ISR) facilities. These systems shall be capable of supplying services continually tothe C4ISR installation site during any natural or man-made disruption in commercial services. Off-sitepower facilities are assumed to be adequate to supply peak power demands, but are not assumed to beuninterruptible. Potential threats include physical attacks; biological, chemical, and radiological warfare;and close-in and high-altitude nuclear blasts.

2-2. Program elements

The essential elements of a systems engineering program are described below.

a. Reliability, availability, and maintainability (RAM). During design, the design agency shallimplement RAM requirements to maximum the availability of the C4ISR systems.

b. Human factors engineering (HFE). HFE activities will ensure that reliability, availability, andsafety of the C4ISR systems are not degraded through human activities during operation or maintenance.The design agency shall accomplish the HFE program requirements through the use of establishedstandard HFE design criteria and practices based on MIL-STD-1472, Human Engineering Design Criteriafor Military Systems, Equipment, and Facilities.

c. System safety. The C4ISR power system safety program shall ensure that the design incorporates,within program restraints, the highest attainable level of inherent safety. It shall eliminate or reduce theprobability of events that can cause injury or death to personnel, or damage to or loss of equipment orproperty. For example, pipes, lines, and tanks shall be placed away from high-traffic areas. Safetydocumentation shall be provided for safety items that require designation or may cause action duringsubsequent program phases. The design agency system safety program shall be based on a philosophythat the most effective actions to control potential hazards are those taken early in the design process.

(1) When hazards cannot be controlled by design measures, including safety and warning devices,special operating procedures shall be developed and documented. The safety program shall providesupport to the systems engineering (SE) program and shall ensure that the applicable requirements of

MIL-STD-882, System Safety Program Requirements, are met.

(2) The systems safety program shall define and address the safety analyses that shall be performedduring development of design. During the early design phase, an analysis that identifies conditions thatmay cause injury or death to personnel and damage or loss to equipment and property shall be performed.Prior to the final safety design review, the design agency shall perform a second systems safety analysisto determine adherence of the design to all required safety standards and criteria, and to ensure avoidanceor reduction of identified hazards. Operating and maintenance procedures shall also be reviewed forcompliance with all required safety standards and criteria.


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(3) The systems safety program shall include follow-up/corrective procedures to ensure that safetyhazards identified by the systems safety analyses are eliminated or reduced to acceptable levels of risk,and that actions taken are fully documented.

(4) The design agency shall prepare specific safety program documentation. This documentation

shall include, but not be limited to, safety analysis reports and the final systems safety report.

d. Consolidated system testing. The design agency shall develop a consolidated systems test programthat covers all phases of testing, develops confidence in the system, and provides means for interim andfinal acceptance of equipment and systems. The design agency shall minimize cost through eliminationof testing duplication and by maximizing the collection of data for each test. Final acceptance of thesystem shall follow 100 percent successful completion of these tests.

e. Standardization. The design agency shall develop and implement a standardization program tominimize equipment and component stockage. Redundant systems shall be of the same design.

f. Configuration management (CM). The CM program shall maintain effective control over design

from criteria development through design, construction, and installation of the equipment. A governmentconfiguration control procedure shall be developed by the design agency for use in the C4ISRconfiguration control program.

g. Operations and maintenance (O&M) planning. The design agency shall identify and recommendessential items of the program during the design phase. Basic elements of the program are as follows.

(1) Data requirements shall be identified for preparation of O&M manuals. Systems functionaldescriptions shall be developed. Requirements shall be developed for data collection, including repairparts list, calibration requirements, special tools and test equipment, repair parts stockage level, and shelflife data. Repair parts list, repair parts stockage level, test equipment, and test frequency shall beprovided the using government agency.

(2) Systems and equipment of high complexity or peculiarity shall be identified, and specialtraining for personnel who operate and maintain such systems and equipment shall be identified.

(3) The design agency shall identify those items critical to accuracy and repeatability, and shallrecommend calibration requirements. Unique calibration requirements and procedures shall be providedwhenever necessary.

(4) Systems test and checkout requirements to be performed following major maintenanceactivities shall be developed during design to ensure safe and normal operation of the system.


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CHAPTER 3

DIESEL ENGINES

3-1. Diesel engine ratings

Diesel engines are the most common prime movers used for remote or emergency electric powergeneration. Those engines used for this purpose commonly range from 133 hp to 6,700 hp (100 kW to5,000 kW), with rotational speeds ranging from 360 rpm for large prime power applications to as high as1,800 rpm for small standby units. Thermal efficiency ranges from 30 to over 40 percent. This chapterwill primarily address the requirements of diesel engines in the middle range of capacity and speed whichare the most common. The engine manufacturer's directions regarding maintenance practices takeprecedence over any guidance provided in this chapter.

3-2. Types of diesel engines

Diesel engines are used as prime movers for many applications, but they are addressed here based ontheir use in electric power generation to drive generators.

a. Configuration. Diesel engines are available in two- or four-cycle configurations. Four-cycleengines are available in naturally aspirated or turbocharged models, but most engines are now purchasedwith turbocharging. Similarly, two-cycle engines are available with either a blower or turbocharger (somemanufacturers use both in series), but turbochargers are supplied on most engines. Each type has itsadvantages in certain applications and has specific requirements for operation and maintenance due to theinherent differences. Two-cycle engines are frequently lighter weight for the same horsepower due to thefabrication of the engine block from steel plate instead of a casting and elimination of the valving common

to four-cycle engines. In addition, they usually respond more quickly to rapidly changing loads, since theyhave less rotating mass than four-cycle engines.

b. Applications. Two major considerations in the level and amount of maintenance required for dieselengines are the application of the engine (emergency standby power or prime power) and the rotationalspeed of the engines. Emergency equipment which is expected to operate very few hours per year can beexpected to last for years with minimal maintenance and utilize higher speed engines (i.e., 1,200 to 1,800rpm). Prime power applications require significantly more maintenance and generally utilize lower speedengines (360 to 450 rpm) to maximize the useful life of components.

3-3. Diesel engine major system components

Diesel engines have many components and subsystems. Only those components which are typicallymounted on the engine or engine skid will be addressed here. Descriptions of engine support systems,such as the fuel oil system, starting system, and lubrication system, are presented later in this manual.

a. Drivetrain. The drivetrain of the engine consists of the pistons, connecting rods, crankshaft,flywheel, coupling if any, and associated bearings.

b. Valve train and timing. This subsystem includes the gearing from the crankshaft to the camshaft,camshaft, tappets, push rods, rocker arms, valves, valve springs, and guides. In addition, the camshaft


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controls the fuel injection timing and actuates the injector in most contemporary engines with unit injectors.The description above applies to four-cycle engines; two-cycle engines move air into the cylinder andexhaust out through ports in the cylinder wall which are exposed by the movement of the piston. Sometwo-cycle engines have both ports and valves. Injection timing and actuation on two-cycle engines are stillcontrolled by a camshaft.

c. Governor/control. The governor controls the speed of the engine. It is a sophisticated devicewhich measures crankshaft speed and reacts to small deviations due to changes in load to maintain properengine speed by adjusting the amount of fuel injected. Typically, two types of governors are used ondiesel engines driving electric generators: self-contained mechanical-hydraulic type or remote electronicgovernor with separate engine-mounted actuator. Electronic governor systems with load sharing capabilityare the usual choice for multiple engine plants. Pulsating loads of some facilities have dictated the use ofmechanical governors. Plants with multiple engines must have compatible governors to ensure properoperation of engines in parallel. Other control/safety alarm and shutdown indicators are summarized intable 3-1.

d. Turbocharger/blower. The turbocharger is a centrifugal compressor which is driven by theexhaust gases and in turn compresses the intake air to provide an increased mass of air to the combustion

chamber. In-line engines typically have one turbocharger, and V type engines may have one or twoturbochargers. Turbochargers are used on both two- and four-cycle engines, but many two-cycle enginesutilize blowers to assist in scavenging air from the combustion chamber without significant increase in thedensity of the air.

e. Aftercooler. Turbocharged engines typically have an aftercooler downstream of the turbochargerto reduce the air temperature and increase the density of the air entering the combustion chamber.Cooling water is circulated through the aftercooler which is composed of finned tubes to cool the air toapproximately 100F.

3-4. Diesel engine system interfaces

Diesel engines interface with the following supporting systems.

a. Generators. Generators are the primary driven equipment for diesel engines. The diesel engineand the generator must be properly aligned and coupled, either directly or by a flexible coupling. It iscritical that the engine and generator are properly matched and a torsional analysis of the engine/generatorsystem has been performed by the engine manufacturer.

b. Fuel oil systems. The diesel engine is dependent on the fuel oil system to provide fuel to theinjectors. The fuel oil must have the proper characteristics required for the specific engine installation. Ingeneral, larger slow-speed engines require a less volatile fuel than smaller high-speed engines. Specialengine modifications are required where special fuels, such as Diesel Fuel Arctic (DFA) or heavy oil (No.6) are used. Fuel oil systems are addressed in chapter 5.

c. Lube oil systems. The proper lubrication of the moving parts inside a diesel engine is critical toobtain satisfactory operation of the engine and maximum life of its components. The lube oil must beapproved by the engine manufacturer and analyzed on a regular basis to determine the optimum intervalfor changing the lube oil and to monitor other indicators which indicate problems or a need formaintenance. In addition, the analysis of the lube oil should include trace metal analysis for early indicationof abnormal wear and scheduling maintenance or repairs. Lube oil systems cool and filter the lube oil toprovide both proper lubrication and cooling of critical components within the engine. Refer to chapter 6


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for further discussion of lube oil systems.

Table 3-1. Typical alarm and shutdown requirements for diesel engines

Indication Alarm Only Alarm andShutdown

Engine System

Overspeed X

High Exhaust Temperature X

High Crankcase Pressure X

Low Injector Coolant Pressure X

High Inlet Manifold Temperature X

Lube System

High Lube Oil Temperature X X

Low Lube Oil Pressure X X

Low Lube Oil Level X X

Fuel System

High Fuel Oil Temperature X

Low Fuel Oil Pressure X X

High Fuel Filter Differential Pressure X

Generator System

High Generator Bearing Temperature X X

High Generator Winding Temperature X X

Ancillary Systems

High Coolant Temperature X

Low Coolant Level X

Low Jacket Water Pressure X

Low Starting Air Pressure X


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d. Engine air system. The engine intake and exhaust systems provide filtered air to the engine andremove products of combustion from the engine room. These systems may incorporate such features aspreheating or precooling of the intake air, or hardened design. Restrictions or blockage of either the intakeor exhaust systems will severely impact engine performance.

e. Engine cooling system. Heat is transferred away from the engine by the cooling system and

usually rejected to the air. The engine cooling system may consist of a single circuit which removes heatfrom the aftercooler and lube oil cooler, as well as the engine, or it may have separate circuits which allowlower temperatures to be maintained at the various components. The cooling system temperature isthermostatically maintained to ensure proper cooling and avoid thermal shock of high-temperaturecomponents. The heat is usually rejected directly through a radiator or indirectly via a heat exchanger to acooling tower. The heat removed from the engine may be used to preheat combustion air in severe coldclimates and also for heating the power plant building in prime power applications.

f. Engine starting air system. The vast majority of diesel engines installed in power plants are startedwith compressed air. Compressed air is directed by a distributor directly into the combustion chamber oris provided to an air motor which rotates the engine. Dedicated compressors typically provide starting airat 250 psig. The system must provide adequate storage to allow multiple attempts to start the engines.

g. Engine control systems . The basic control of the engine is maintained by the governor duringoperation, and the control is independent for each engine. The overall control of a multiple engine powerplant can be relatively simple or very sophisticated. Possible control options range from local or manualstarting and synchronization of each engine to automatic starting, synchronization, and load sharing of theengine generators.

h. Instrumentation. Collection of operating data is critical to planning maintenance and evaluatingproblems which may occur. In the past (and still the case at most facilities), all data were recorded byoperating personnel from instrument panels at each engine. Many newer plants now have automated datalogging systems which can also provide warnings for out-of-tolerance conditions and histories of unusualevents which can improve the operation of the facility. Regardless of the type of system, data collection

provides the basis for trend analysis which can indicate potential problems before they become severe.

i. Ventilation systems. Diesel engines operate at high temperatures and, therefore, reject largeamounts of heat to the surrounding space. Diesel power plants are typically ventilated to remove this heatand to maintain temperatures within acceptable limits for both personnel and equipment. Proper operationof ventilation systems is required to avoid excessive temperatures, reduced equipment capacity, andpotential equipment failures.

3-5. Operation of diesel engines

Consult the diesel engine manufacturer's manual provided with the engine for proper operating proceduresand normal operating conditions. The operating procedures described below provide a general overview

of diesel engine operation.

a. Prior to starting. Prior to starting, the engine prelube pump should be operated to ensure properlubrication of the bearing surfaces. The prelube pump for a standby unit should be operated on a regularbasis to maintain engine in "ready to start" condition. All engine auxiliary systems should be checked toverify proper status for engine operation. Failure to properly prelube the engine prior to starting can resultin damage to engine components and significantly decrease engine life.


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b. Starting. Normal starting of the engine should include the following items. The engine should bestarted without load and brought up to operating temperature before load is applied, verify lube oil pressureis normal immediately after starting, and be prepared to shut engine down if problems occur.

c. Normal operation. Under normal circumstances, do not operate the engine below 50 percent loador above 100 percent load for extended periods of time. Operation at low loads can cause carbon

formation and rapid deterioration of the lube oil. Operation at high loads results in higher temperatures andpressures in the combustion chamber and can lead to more frequent maintenance or replacement ofcomponents. Operators should verify proper operating conditions exist on an hourly basis, and data shouldbe recorded at least once per shift. Priority should be given to maintaining correct lube oil and coolantlevels and checking the pressure difference across the inlet air filters, fuel filters, and lube oil filters.

d. Shutdown . Diesel engine should be unloaded and allowed to cool down prior to shutdown of theunit. The engine should be operated without load at rated speed until exhaust temperature decreases torecommended level and then at low idle speed, if applicable, for a minimum of five minutes without load oras directed by manufacturer.


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CHAPTER 4

GAS TURBINES

4-1. Applications of gas turbines

Gas turbines, also known as combustion turbines, are common prime movers for many applications. Theirhistorically high fuel consumption, especially for small units (less than 10,000 kW), as well as at part load,and at high inlet air temperatures has made them less desirable than diesel engines for prime power plantapplications. They have been utilized extensively in standby and peaking applications where their relativelylow installed cost outweighs other factors. Open or simple cycle gas turbines are used in virtually allpower plant applications and only this type will be addressed in this chapter. Combined cycle systems,where heat is recovered from the gas turbine exhaust and used to make steam which then drives a steamturbine, have become much more common in recent years, but they will not be discussed here.

4-2. Gas turbine operating characteristics

Gas turbines are based on the Brayton or Joule cycle which consists of four processes: compression withno heat transfer, heating at constant pressure, expansion with no heat transfer, and in a closed cyclesystem, cooling at constant pressure. In open cycle gas turbines, the fourth step does not exist since inletair is taken from the atmosphere and the exhaust is dumped to atmosphere. Due to its higher temperature,there is more energy available from the expansion process than is expended in the compression. The network delivered to drive a generator is the difference between the two. The thermal efficiency of the gasturbine is a function of the pressure ratio of the compressor, the inlet temperature of the power turbine,and any parasitic losses (especially the efficiency of the compressor and power turbine). Practicallimitations on thermal efficiency due to losses and materials technology yield a maximum of about 40

percent at pressure ratios of 30 to 40 and temperatures of approximately 2,500F. These temperaturesand pressure ratios are found only in recently developed, large gas turbines. Typically pressure ratios of 5to 20 and turbine inlet temperatures from 1,400 to 2,000F are common in gas turbines for this application,resulting in efficiencies from 20 to 33 percent. As improved materials and cooling technologies areintroduced to smaller units, the efficiencies can be expected to improve if the cost is not prohibitive.

4-3. Gas turbine system major components

Gas turbines can be divided into three major components or sections; these are the compressor, thecombustor, and the power turbine. Air enters the compressor and is pressurized to a level from 10 to 50times that of the entering air. The compressed air then passes into the combustor where fuel is introducedand ignited, producing temperatures in the range of 1,400 to 2,000F. The hot gases are then directed to

the power turbine where they are expanded to atmospheric pressure and in turn provide power to driveboth the compressor and the driven equipment such as a generator. Gas turbine auxiliarysystems/components include starting, fuel supply, lubrication, governor/controls, speed reduction gear, inletair, and engine exhaust.

a. Configuration. Gas turbines are lightweight in comparison to diesel engines, are very compact, anddue to their small, well-balanced rotating mass are able to operate at very high speeds (from 10,000 to25,000 rpm in sizes from 900 to 10,000 kW). Smaller gas turbines are usually single-shaft design, that isthe compressor and power turbine are mounted on the same shaft. Larger gas turbines are frequently


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two-shaft machines in which the power turbine is divided into two sections, one of which drives thecompressor and the other which drives the generator. The two-shaft design allows the compressorsection to be operated at a variable speed (within limits) thus varying the flow to the power turbine sectionas a function of load.

b. Starting system components. Gas turbines utilize a variety of starting systems based on size of the

unit and other considerations. Common starting methods include compressed air, direct current (DC)electric motors with dedicated batteries, or a hydraulic pump driven by an alternating current (AC) motor,small gas turbine, or diesel engine, which in turn drives the hydraulic motor on the gas turbine. Whereused, an auxiliary gas turbine or diesel engine also requires a starting system, usually a DC motor andbatteries. Regardless of the equipment used, the starting system brings the unit up to a minimum speed atwhich the burners may be ignited and the turbine is then brought up to operating speed.

c. Fuel system components. Although gas turbines are capable of burning either gas or liquid fuels,only liquid fuels are addressed in this chapter since they are preferred for standby power generation. Thefollowing fuel system components are commonly provided as part of the gas turbine package: motordriven booster pump, low-pressure duplex fuel filter, main turbine driven fuel pump, high pressure filter,main fuel control valve (regulated by the governor), fuel manifold and injectors at the combustor, and

igniter.

d. Lubrication system components. Most gas turbines are provided with complete lubricationsystems which include a cooler (air cooled), filter, pre/post lube pumps, engine driven main lube oil pump,alarms, oil storage tank (located in engine skid), and heater. The system is usually packaged with the gasturbine and only the lube oil cooler is remotely located. The lube oil system may supply the speedreduction gear and generator in addition to the gas turbine.

e. Governor/control. The gas turbine speed and fuel flow are controlled by the governor in responseto load changes. Typically two types of governors are used on gas turbines driving electric generators:self-contained mechanical-hydraulic type or remote electronic governor with separate engine mountedactuator. Electronic governor systems with load sharing capability are the usual choice for multiple engine

plants. Plants with multiple engines must have compatible governors to ensure proper operation of enginesin parallel. Other control/safety alarm and shutdown indications are summarized in table 4-1.

f. Speed reduction gear. The high operating speeds of most gas turbines require that a speedreduction gear be installed to drive the generator at the appropriate synchronous speed, usually 1,200 to1,800 rpm. The reduction gear is typically an epicyclic design that permits a straight-through shaftarrangement, thus simplifying alignment. A variety of epicyclic designs are used and depending on thespeed of the gas turbine, a two-stage reduction may be required. Two common designs are the standardplanetary system and the star compound system. The reduction gear is typically lubricated by the mainlube oil system.

g. Inlet and exhaust components. Gas turbines require significantly more combustion air than diesel

engines. Flows are typically four to five times as much as that required by a diesel engine of the samecapacity. This leads to much larger air filters, intake ducts, and exhaust ducts. Proper air filtration iscritical to gas turbine performance. Deposits on compressor and turbine blades can significantly reduceefficiency.


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Table 4-1. Typical alarm and shutdown requirements for gas turbines

Indication Alarm OnlyAlarm and

Im endin Hi h Blade Tem erature X

Hi h Blade Tem erature X

Im endin Hi h En ine Tem erature X

Hi h Gas Producer Thrust Bearin Tem erature X X

Hi h Power Turbine Thrust Bearin Tem erature X X

Fail to Crank X

Fail to Start X

I nition Failure X

Starter Dro out Failure X

Backu Overs eed Power Turbine X

Overs eed Power Turbine X

V

Hi h Vibration Accessor Gearbox X X

Hi h Oil Tem erature X X

Low Oil Pressure X X

Low Oil Level X X

Hi h Oil Level XLube Filter Hi h Differential Pressure X

Li uid Fuel Filter Hi h Differential Pressure X

Low Li uid Fuel Pressure X X

Hi h Gearbox Out ut Bearin Tem erature X X

Hi h Vibration Gearbox X X

Hi h Generator Bearin Tem erature X X

Hi h Generator Windin Tem erature X X

Hi h Vibration Generator X X

Low Batter Volta e X

Batter Char er Failure X

Inlet Air Filter Hi h Differential Pressure X X


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4-4. Gas turbine system interfaces

Gas turbines interface with the following supporting systems.

a. Generators. Generators are the primary driven equipment for gas turbines. The gas turbine andthe generator must be properly aligned and coupled, either directly or by a flexible coupling. It is critical

that the engine and generator are properly matched.

b. Fuel oil systems. The gas turbine is dependent on the fuel oil system to provide fuel to the engineskid. The fuel oil must have the proper characteristics required for the specific engine installation. Ingeneral, gas turbines can utilize a wider range of liquid fuels than diesel engines. Most facilities usekerosene, No. 1 fuel oil, or No. 1 diesel, but some use No. 2 fuel (if acceptable to the manufacturer) sinceit is less expensive than the lighter grades of fuel.

c. Lube oil systems. The proper lubrication of the moving parts inside a gas turbine is critical to obtainsatisfactory operation of the engine and maximum life of its components. The lube oil must be approvedby the engine manufacturer and analyzed on a regular basis to determine the optimum interval forchanging the lube oil. Lube oil change intervals are much longer than those for diesel engines, since the oil

does not become contaminated by products of combustion. Lube oil systems cool and filter the lube oil toprovide both proper lubrication and cooling of critical components within the engine.

d. Engine air system. The engine intake and exhaust systems provide filtered air to the engine andremove products of combustion from the engine room. These systems may be very simple or relativelycomplex, incorporating such features as preheating or precooling of the intake air, or hardened design.Restrictions or blockage of either the intake or exhaust systems will severely impact engine performance.

e. Engines starting system. Gas turbines installed in power plants may be started with compressedair, DC motors, or an engine driven hydraulic system. Dedicated compressors typically provide starting airat pressures from 150 to 500 psig, depending on the specific requirements of the gas turbine. The systemmust provide adequate storage of compressed air to allow multiple attempts to start the engines. DC

motors are driven from batteries located at the engine skid, which are charged by a dedicated batterycharger. Hydraulic systems are composed of a prime mover, usually a diesel engine or small gas turbine,hydraulic pump, drive motor, and accessories, including hydraulic reservoir, air cooled heat exchanger, andfilter.

f. Engine control systems . The basic control of the engine is maintained by the governor duringoperation and the control is independent for each engine. The overall control of a multiple engine powerplant can be relatively simple or very sophisticated. Possible control options range from local or manualstarting and synchronization of each engine to automatic starting, synchronization, and load sharing of theengine generators.

g. Instrumentation. Collection of operating data is critical to planning maintenance and evaluating

problems which may occur. In the past (and still the case at most facilities), all data was recorded byoperating personnel from instrument panels at each engine. Many newer plants now have automated datalogging systems that can also provide warnings for out-of-tolerance conditions and histories of unusualevents which can improve the operation of the facility. Regardless of the type of system, data collectionprovides the basis for trend analysis that can indicate potential problems before they become severe.


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h. Ventilation systems. Gas turbines operate at high temperatures and therefore reject large amountsof heat to the surrounding space. Power plants are typically ventilated to remove this heat and to maintaintemperatures within acceptable limits for both personnel and equipment. Proper operation of ventilationsystems is required to avoid excessive temperatures, reduced equipment capacity, and potential equipmentfailures.


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CHAPTER 5

FUEL OIL SYSTEMS

5-1. Simple fuel oil system

In a simple fuel oil system there is only one device using fuel oil and the fuel oil tank is located close to theequipment being served which allows the tank to supply fuel oil to the equipment and receive returned oilwithout an intermediate service tank.

a. Storage. The fuel oil tank is a double wall, horizontal, cylindrical tank and could be located eitherabove or below ground. Fuel oil is drawn out from the top of the tank by the fuel oil pump suction line. Atop discharge is best for horizontal tanks. The suction line can be installed some distance from the bottomof the tank to prevent water separating from the fuel oil in the tank from entering the supply system.Tanks typically have a high suction and a low suction line. Normal operation is through the low suction

line. If an accumulation of water enters the low suction line, facility operation can be switched to the highsuction line until the accumulated water is removed. Once the water is removed, it is important to switchback to the low suction line. Fuel oil storage tank fill and return lines typically terminate in trap sections.In the event the tank is drawn down past these lines, the trap section minimizes the likelihood thatcombustible vapors can exit the tank and create a hazard within the facility. Also, the fuel oil supply pipinghas an expansion chamber which prevents expanding oil from leaking through joints and shaft seals orcausing physical damage to the system.

b. Fuel delivery. The fuel oil used in the facility may require heating in cold weather to reduce thefuel oil viscosity into the pumpable range. The heating is provided by a steam or hot water coil surroundedby a box-like structure to form a suction heater. Fuel oil is drawn from the tank through a suction strainerby a fuel oil pump. The fuel oil is pumped through a coalescing filter to remove water and through an oil

heater to reduce the fuel oil viscosity into the atomizing range. Fuel oil not used by the equipment isreturned to the fuel oil storage tank. If the amount of hot oil returned is likely to cause the storage tank tofill with oil vapor, the return oil would be cooled to below the flash point by a fuel oil cooler before beingdischarged into the tank.

c. Fuel selection. Lighter weight fuel oils such as FS2, DF2, DFA, and JP fuels have a much lowerviscosity, which allows them to flow more easily during cold weather. Unless the outside air temperatureis extremely cold, pre-heaters are not normally required when using these fuels. Heavier oils such as FS4(and especially FS6), due to their high paraffin content, do require the heaters in cold weather. The needfor preheating should be considered by the facility in specifying the fuel requirements for new orreplacement equipment such as boilers. The heavier fuels have a higher BTU content and are usually lessexpensive. However, the cost of preheating the fuel can easily make the lower viscosity fuels cheaper in

the long run. Also, the higher viscosity fuels often have a higher sulfur content, which may present an airquality problem in certain areas

5-2. Complex fuel oil system

A more complex fuel oil system is shown on figure 5-1. The complex fuel oil supply system is serving adiesel engine unit that can run on less costly heavy fuel oil (No. 5 or No. 6), but requires a more expensivelight fuel oil (No. 1-D, No. 2-D, No. 1, or No. 2) for starting the engine. In this instance, the


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LI

LT

TC T

ILIGHTOIL

TANK

HEATER

MAINSTORAGE

TANKS

STRAIN

ER

FM

S

LT

LI

S

S

TH

TC

HEAVYOIL

SUCTION

HEATER

HEATER

CENTRIFUGE

COOLER

CLEANOILTANK

TOWASTE

OILTANK

VENT

HEAVYOIL

DAYTANK

LIGHTOIL

DAYTANK

VENT

TOWASTE

OILTANK

HEATER

HO

HO

FUELOILRETURN

TI

HO

FM

3-W

AY

VALVE

TODIESELENGINE

DIESELENGINE

FUELOILRETURN

TOTALIZING

FLOW

METER

HANDOPERATED

EMERGENCYTRANSFER

PUMP(TYP)

INDICAT

OR/

TRANSMITTER

SYSTEM

LEVEL

Figure 5-1. Complex fuel oil system - supply


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quantity of fuel oil used by the facility requires a tank farm some distance from the point of use and thequality of the heavy oil requires on-site conditioning before use. Note that critical fuel oil transfer pumpshave installed spares, and critical transfer points have hand-operated pumps in parallel with the motor-operated pumps to allow a minimum level of fuel transfer in the event of unplanned electric service supplyoutages.

a. Storage. The fuel oil storage tanks are equipped with level indicators and level transmitters. Theheavy oil tank uses a suction heater to adjust oil viscosity while the light oil tank uses a whole tank heatingsystem to maintain the oil above the pour point temperature. All aboveground piping and oil transferequipment are heat-traced.

b. Conditioning. Because of the water and sediment in the as-delivered heavy fuel oil, the heavy fueloil requires conditioning before final use. In the example system on figure 5-1, fuel oil conditioning isaccomplished using a centrifuge. The heavy fuel oil feed to the centrifuge must be further heated toreduce the viscosity into the atomizing range. The fuel oil discharged from the centrifuge is passedthrough a fuel oil cooler to eliminate flash point problems before being discharged into a clean oil storagetank that is heated to keep the fuel oil viscosity at a pumpable level.

c. Fuel delivery. Heavy fuel oil is transferred from the clean oil tank to a heavy oil day tank at eachdiesel engine. Light fuel oil is transferred from the light oil main storage tank to the light oil day tank ateach diesel engine. Both day tanks are equipped with systems to circulate the fuel oil through coalescingfilters to remove any water in the fuel oil. The heavy fuel oil day tank is equipped with a heater tomaintain the oil viscosity at a point that will flow to the engine. Additional heating of the heavy fuel oil isrequired to reduce the oil viscosity into the atomizing range as the oil is supplied to the engine.

(1) The heavy fuel oil and light fuel oil are supplied to the engine through a three-way valve. Oninitial starting, the three-way valve is positioned to use light fuel oil. Light fuel oil is used until the enginereaches operating speed and temperatures. Once the engine operation is stabilized, the three-way valve ispositioned to supply heavy fuel oil to the engine. During a normal shutdown, the three-way valve is

positioned to supply light fuel oil to the engine to purge the heavy oil from the engine fuel system beforeengine operation is terminated.

(2) The fuel oil day tanks are positioned above the engine so fuel oil is supplied by gravity to theinlet of the engine-driven fuel oil pump. Some installations may require self-priming, engine-driven fuel oilpumps to draw fuel into the pump, or there may be an additional set of pumps between the day tanks andthe engine-driven pump to get the fuel oil to the engine-driven pump inlet. Whenever the engine fuel oilsystem has been drained, many engine designs require that the system be filled with fuel oil before anormal start is attempted and a hand-operated pump is provided for this purpose. Fuel oil supplied to theengine-driven fuel oil pump passes through a shutoff valve and a duplex strainer. The engine-driven fueloil pump discharges through a duplex fuel oil filter to the engine fuel injection system. Excess fuel oilpasses through an air-cooled fuel oil cooler, a check valve, and an engine fuel oil system isolation valve,

and is returned to the heavy fuel oil day tank.

5-3. Fuel oil system major components

The fuel oil system is comprised of the following major components.

a. Fuel oil pipeline flowmeter. The fuel oil pipeline flowmeter is a rotary displacement typeflowmeter used to measure fuel oil quantities for accounting purposes.


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b. Fuel oil storage tank heaters. Fuel oil storage tank heaters for outdoor aboveground tanks willvary in type as follows.

(1) Low watt density electric heating elements are arranged on the bottom of the fuel oil storagetank. Sometimes they are also designed to be flange-mounted through the side of the tank.

(2) Hot water is circulated through heat exchanger tubes that are immersed in the fuel oil. In mostcases, the tube assembly is mounted through the side of the tank on a flanged nozzle.

(3) The heating of the fuel oil storage tank is similar to that used for a hot water system; only theheating medium is steam.

(4) A suction heater is designed to be mounted on or in the fuel oil storage tank suction nozzle thatheats the fuel as it is drawn from the tank.

c. Fuel oil supply heat tracing. Heat tracing is installed on lines to maintain the temperature of thefuel oil in the lines to prevent viscosity or pour point problems. Heat-traced lines and equipment are

generally insulated. Mechanical heat tracing is generally a tube clamped and thermally bonded to theoutside of the fuel oil pipe. Steam or hot water is passed through the tubing. Electric heat tracing is bymeans of flexible resistance heaters that can be wrapped around the pipe.

d. Strainers. Strainers are used to remove coarse particulate matter that may damage rotatingequipment. Typical strainers use a screen-like mesh or perforated metal element (Y type and basket typestrainers) or closely spaced parallel rows of sharp-edged metal bar elements (metal-edge type strainer).They may include magnetic elements for removal of iron and steel particles. Duplex strainers have twostrainer elements of equal capacity connected in parallel by a valve assembly that allows the processstream to be diverted from one strainer element to the other without interrupting flow. Duplex units areused in systems that cannot be conveniently shut down for maintenance.

e. Fuel oil filters. Fuel oil is filtered to remove particulate matter and to remove water. Filtersdesigned to remove water from fuel oil are known as coalescing filters.

(1) Particulate filters are used to remove fine particulate from fuel oils. Filters in fuel oil systemsare generally made up in cylindrically shaped "cartridges" or elements of a size convenient for handling.Unless the filter element is of the metallic, permanent type that can be cleaned, filter elements are typicallyused once and then discarded. In locations where the fuel oil system can be shut down for maintenance,single-element filter units are generally installed. In critical services, duplex filter units designed to allowswitching from one bank of filter elements to another without interrupting the flow of fuel oil are generallyused.

(2) Fuel oil systems typically use coalescing filters to remove water from the fuel oil. Coalescing

filters are also extremely efficient particulate filters.

f. Centrifuges . The fuel oil conditioning system centrifuge is utilized for purification (separation ofliquids) and clarification (removal of solids). This unit is generally a high-speed centrifuge with a self-cleaning bowl.

g. Control valves. Control valves are installed in the fuel oil supply lines inlet to day tanks. Thevalves automatically open when the fuel oil in their respective day tank falls to a preset level. When the


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valve opens, fuel oil flows into the day tank. When the level in the tank reaches another preset (higher)level, the valves automatically close, stopping the flow of fuel. The operation of the control valves iscontrolled by level switches.

h. Fuel oil day tanks. Fuel oil day tanks are usually located at an elevation above the engines. Theday tanks are generally a cylindrical type tank with a capacity for storing a four- to eight-hour supply of

fuel oil. The tank has a manhole, a supply inlet connection, a vent connection, an overflow connection, afuel return connection, a fuel supply outlet connection, and two connections for the level controller andindicator.

i. Waste oil storage tank. The waste oil storage tank is generally a cylindrical type and will bedouble-walled if located underground. The tank will have nozzles for vent, tank pump-out, fill, and levelmonitoring. Underground tanks may have a leak detection system, level indication, and overfill alarms.

j. Pumps. Various types of pumps are utilized in fuel oil systems.

(1) The pumps used to transfer fuel oil throughout the facility may vary from installation toinstallation. The types of pumps likely to be found in fuel oil service are as follows.

(a) Centrifugal pumps, horizontal, are preferred for pumping from aboveground tanks withcontinuously flooded pump suction when viscosity considerations or the pressure drop of filter devicesfollowing the pump are not a concern.

(b) Vertical centrifugal pumps may be used, but are not preferred, for pumping fromunderground tanks (or from horizontal, cylindrical tanks). These pumps may have multiple stages.

(c) Turbine pumps, vertical, are preferred for pumping from underground tanks.

(d) Positive displacement pumps are used where a relatively constant flow over a range ofsystem pressures may be encountered, or when the viscosity of the fluid or the oil filtering system

components require relatively high pump discharge pressures. In installations or service where a floodedpump suction line cannot be ensured, the pump should be of the self-priming type. Positive displacementpumps are common in fuel oil service. The three most common are rotary lobe, sliding vane, and gear typepumps.

(2) Fuel oil transfer pumps are generally rotary positive displacement type pumps equipped withintegral pressure relief valves. The pumps are typically controlled by a locally mounted pump controlpanel.

(3) Hand-operated pumps are recommended for limited fuel oil transfer during unexpected outagesof the electric motor-driven transfer pumps when the arrangement of the facility does not allow fillingservice tanks by gravity.

(4) The engine fuel oil pump supplies fuel oil to the engine fuel injector system at the requiredpressure for proper atomization of the fuel oil when the engine is operating. The fuel oil pump is usuallymounted on the engine and is gear-driven from the engine. The engine-driven fuel oil pump is generally apositive displacement pump that is usually of the rotary lobe or gear type. Depending on the equipmentmanufacturer, the pump may be equipped with an internal pressure relief device that will return oil to theinlet side of the pump in the event the discharge of the pump is blocked.


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(5) The engine priming pump is used to fill the fuel oil system any time the fuel system has beendrained or opened for maintenance, or the engine has been out of service for an extended period of time.The priming pump is generally a hand-operated pump of the positive displacement type.

k. Fuel oil. The manufacturer's recommended fuels should only be used as specified in the equipmentliterature. In general, most fuel oils will be supplied in accordance with Federal Specification A-A-52557,

Fuel Oil, Diesel; For Posts, Camps, and Stations; or Military Specification MIL-F-16884J, Fuel, NavalDistillate. Dirty fuels or fuels not meeting manufacturers minimum specifications will adversely affectcombustion, filter life, injection system performance, service life, and ability to start. They will also affectservice life of valves, turbine blades, pistons, rings, liners, and bearings.

(1) A supplier should provide certified documentation prior to or with the fuel oil delivery, verifyingthat the oil has been tested by a certified laboratory and meets the specifications for the fuel oil used bythe facility. If documentation is not provided for the fuel oil, the facility should sample and analyze the fueloil prior to use. The facility should take samples of all fuel oil delivered to the facility and retain thesamples until that lot of fuel oil is used. Even if certified test reports are provided by the supplier, thefacility should periodically have independent analyses performed to ensure compliance with purchase orderor contract requirements. A simple delivery test is to visually check the quality of fuel oil delivered by

collecting a sample of every fuel oil delivery in a clear, clean, dry, glass bottle. As each sample is taken,tightly cap the bottle and identify the bottle with information, such as date, supplier identification, purchaseorder, specification, etc. Allow the sample to settle for at least 8 hours, and compare it with a similarbottle containing a fuel oil known to be of acceptable quality. A cloudy appearance suggests that finedroplets of water are entrained in the fuel which, in time, will settle to the bottom of the sample. Anycontamination in gasoline or kerosene (lighter fractions) will float and collect at the top of the bottle.Contaminants, such as pipe scale or other foreign solids, will settle and collect at the bottom of the sample.If doubt exists as to the quality or identity of the fuel oil after the visual examination, the sample should be

laboratory-analyzed for compliance with the specification.

(2) A periodic inspection of stored fuel and fuel systems is important to ensure reliable engineperformance. Many engine failures are caused by fuel contamination. The following in-service testing

suggestions are given for preventing and/or detecting post delivery fuel contamination.

(a) Monitor storage tanks (main tanks, intermediate tanks, day tanks, etc.) for accumulationsof water, and remove water frequently.

(b) Keep storage tanks as full as possible (especially in cold weather).

(c) Do not mix different grades of fuel oil.

(d) Use oldest fuel oil inventory first. Long-term storage may result in the formation of sludgeor the growth of soluble and insoluble bacteria that can clog fuel filters and injectors. If sludge in filters isnoticed, switch to a different fuel oil supply and have suspect supply tested. If suspect supply is found to

be unacceptable, discard unacceptable fuel oil.

(e) When strainers are cleaned or filters are changed, carefully inspect elements for unusualamounts of rust, scale, or sediment. If unusual amounts are observed, inspect fuel oil storage and deliverysystem upstream of the strainer or filter to determine and correct the cause of the contamination.


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CHAPTER 6

LUBE OIL SYSTEMS

6-1. Lube oil system design features

A general facility lube oil system serving a diesel engine is shown on figure 6-1. As shown, a system mayconsist of storage tanks, interconnecting piping and piping components, instrumentation and controls,filtration equipment (strainers and filters), pumps, conditioning equipment (centrifuge), heaters, and heatexchangers.

a. Central lube oil storage and dispensing system. A central lube oil storage and dispensing systemmay consist of a clean lube oil receiving, storage, and supply system, and a dirty lube oil return and storagesystem. Where the facility is large, the system may also include intermediate storage tanks located at thepoints of lube oil use. A central lube oil storage and dispensing system with intermediate storage tanks is

shown on figure 6-2. It is sometimes possible to remove the contaminants from dirty lube oil and recyclethe cleaned lube oil to the clean oil system for reuse. A typical lube oil purification system is shown onfigure 6-3.

(1) Clean lube oil may be received in bulk shipment. The bulk delivery unit may be equipped witha self-contained pumping unit, or an external pump which is part of the facility lube oil system (figure 6-2)may be required. In either case, facilities should have a strainer unit installed in the main lube oil tank fillline to minimize particulates entering the lube oil distribution system. The clean lube oil tank may alsoreceive clean lube oil from intermediate storage tank overflows.

(a) The main clean lube oil tank may be equipped with some type of level gauge. The gaugemay only have local readout capabilities, or a transmitter element may be part of the gauge so that the

level in the tank can be monitored from a remote location. The tank may also be equipped with a levelswitch that activates an alarm when the lube oil level in the tank exceeds a preset level and is in danger ofoverflowing. This level switch may also be interlocked with the tank fill pump to turn the pump off, or mayclose a valve in the fill line. Depending on local climate, lube oil tanks installed outdoors or in unheatedspaces may be equipped with a tank heater.

(b) A clean oil supply pump distributes the clean lube oil to end use points (figure 6-1) or, inlarge facilities, distributes the clean lube oil to intermediate storage facilities (figure 6-2). Typically, theclean oil supply pump operates only as needed. In many facilities, this allows clean lube oil supply anddirty lube oil disposal or centrifuge feed piping to be interconnected so that one pump system serves as theclean oil supply pump, the dirty oil disposal pump, and the lube oil purification system feed pump.

(c) Intermediate storage tanks (figure 6-2) may be used in large facilities to place a supply oflube oil close to an operation within the larger facility and allow that operation to supply individual userpoints within the operation from the intermediate tank. The intermediate tanks may be equipped with thesame types of gauges, level switches, and control devices as the main storage tanks. Clean lube oil maybe delivered by gravity or, as shown on figure 6-1, by a pump to a manual dispensing point or to themakeup lube oil connection on a piece of equipment.


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PI

PI

NC

NC

NC

ENGINE

DUPLEX

FILTER

NC

TOO

THER

LUBE

OIL

USERS

LUBE

OIL

SUMP

DUPLEX

STRAINER

ELECTRIC

MOTOR

DRIVEN

PRELUBE

PUMP

ENGINE

DRIVEN

LUBE

OILPUMP

LUBE

OIL

COOLER

NO

NO

NC

TO

DISPOSAL

FROMO

THER

LUBE

OILUSERS

DRAIN

DIRTY

LUBE

OILTANK

TANK

HEATER

(TYP)

STRAINER

(TYP)

CLEAN

LUBE

OILTANK

NC

NC

NO

PUMP

(TYP)

FOOT

VALVE

(TYP)

TANK

VENT

(TYP)

FILL

CHECK

VALVE

(TYP)

SHUTOFF

VALVE

(TYP)

PRESSURE

INDICATOR

THERMOSTATIC

VALVE

Figure 6-1. General lube oil system diesel engine


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6-3

TANKHEATER

(TYP)

MAINCL

EAN

LUBEOILTANK

TANK

VENT

(TYP)

I

HLS

LG

S

S

LG

I

HLS

LUBEOILTANK

MAINDIRTY

TAN

KS

INTER

MEDIATE

TOOT

HER

S

LUBEOIL

SUPPLYPUMP

TANK

FILLPUMP

LG

I

LLS

I

HLS

A

A

PUMP

D

ISPENSING

S

INTERMEDIATE

CLEANLUBE

OILSTORAGE

TANK

DISPENSINGPOINT

ORCONNECTION

TOEQUIPMENTLUBE

OILSUMP

A

HFS

TANK

OILSTORAGE

DIRTYLUBE

INTERMEDIATE

S

DIRTYOIL

RE

TURNPUMP

A

H

ILS

LG

DISCHARG

E

TOTAN

K

TRUCK

TOLUBEOIL

PURIFICATION

SYSTEM

STRAINER

(TYPICAL)

USED

LUBEOIL

FILL

CONNECTION

FROM

OTHERLUBE

OILUSERS

ISOLATIONVALVE

(TYPICAL)

LEVELGAUGE

HIGH

,INTERLOCK

LEVELSWITCH

FLOW

SWITCH

LEVELSWITCH

LOW

,INTERLOCK

,

ALARM

Figure 6-2. General lube oil storage and dispensing system


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PI

FEED

PUMP

DIRTY

OIL

STORAGE

S

PI

PI

TI

FS

PUMP

DISCHARG

E

VALVE

(TYPICAL)

HEATER

STRAINER

SLUDGE

WA

TER/OILTO

TREATMENTPLANT

CENTRIFUGE

SAMPLE

POINT

(TYPICAL)

TOCLEANO

ILTANK

,

ANINTERME

DIATETANK

,

ORRECYCL

ETODIRTY

OILTANK

SWITCH

FLOW

INDIC

ATOR

PRES

SURE

TEMPERATURE

IND

ICATOR

ISOLATION

Figure 6-3. Lube oil purification system


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6-5

(2) When the lube oil in a piece of equipment must be changed, the dirty lube oil may be returnedto a main dirty lube oil tank. Depending on the size of the facility, there may be an intermediate dirty oilstorage tank and a dirty oil return pump, as shown on figure 6-2. The dirty lube oil system may have manyof the same type of devices and controls that were discussed as part of the clean lube oil system. Forfinal disposal of dirty lube oil, the dirty lube oil tank will be equipped with a discharge. Depending on thetank location, oil may be discharged by gravity or by pumping. Final disposal may be delivery to a facility

waste oil tank or to a waste disposal company, or oil recycling company tank truck or railroad tank car.Another discharge connection from the main dirty lube oil tank may be to a lube oil purification unit.

(3) Some dirty lube oil may be cleaned (purified) and reused as clean lube oil. Some lube oil usersdirty the lube oil with contaminants that can be easily removed with commercially available centrifugalseparation equipment. A typical centrifuge operation is shown on figure 6-3. Chemical analysis of thedirty lube oil determines whether the dirty lube oil can be cleaned and reused or is ready for final disposal.

b. Diesel engine lube oil system. Each diesel engine is equipped with a lubrication system thatlubricates and cools various engine components when an engine operates. Depending on the service andsize of the diesel engine, the lube oil system components may be part of the engine package and engine-mounted or mounted on the engine skid (typical of emergency service diesel engines), or may be stand-

alone components (typical of large primary service diesel engines). The lube oil system components fordiesel engines in either primary or emergency service generally have the same components and operate ina similar manner. A typical emergency service diesel engine lube oil system is shown on figure 6-4. Atypical primary service diesel engine lube oil system is shown on figure 6-5.

(1) Monitoring and control of an engine lube oil system is by means of various pressure,temperature, and level monitoring gauges, instruments, and control valves. Typical diesel engine lube oilcontrols are shown on figures 6-4 and 6-5. Many of the instruments include switches that may prevent theengine from starting if the lube oil pressure, temperature, or flow does not meet some minimumrequirement. They also may sound an alarm or shut the engine down if the oil pressure is too low, the oiltemperature is too high, or the pressure drop across a filter is too high.

(2) Many diesel engines will have a lube oil heating system to maintain the lube oil near the normallube oil temperature when the primary service diesel engine is in standby operation. The lube oil heatingsystem may consist of a strainer, a circulating pump, and a heater. A typical primary service diesel enginestandby operation lube oil heating system is shown on figure 6-6.

(3) The electric motor-driven prelube pump in an emergency service diesel engine lube oil systemgenerally operates all the time when the diesel engine is not operating, but is in ready-to-operate standbyservice.

(4) The electric motor-driven prelube pump on a primary service diesel engine generally onlyoperates for a short period of time before the diesel engine is started. Some older primary service dieselengines have hand-operated prelube pumps. Before starting an engine, the operator must use the hand-

operated pump to pressurize the lube oil system. The prelube pump on primary service diesel engines mayalso be operated for a period of time when the engine is shut down to provide for controlled cooling ofengine components.


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LEGENDANDABBREVIATIONS

X

X

X

X

X

X

A

LPS

A

LPS

S

HPS

A

LPS

A

LPS

S

HTS

S

LPS

S

LPS

PI

TT

DPI

DPI

SHAFT

PI

PI D

PT

S

LPS

TT

TE

F

I

MPS

F

LUBEOIL

SUMPVENT

OUTD

OORS

INDO

ORS

VENT

FILTER

DIESEL

ENGINE

LUBEOILSUMP

(ENGINECRANKCASE-W

ETSUMP)

STRAINER

IDLE

LOW

DESIGN

OPERATING

SPEED

ENG

INELUBEOIL

DIST

RIBUTION

MAN

IFOLD

FILTERBANK

FILTERBANK

VENT

DRAIN

VENT

DRAIN

DUPLEXLUBEOIL

FILTERASSEMBLY

FILTERCHANGE

CONTRO

LVALVE

COOLING

W

ATER

SUPPLY

RETURN

W

ATER

COOLING

LUBEOIL

COOLER

ASSEMB

LY

LUBEOIL

TEM

PERATURE

CON

TROLVALVE

DIRTY

OIL

TANK

ELECTRICMOTOR

DRIVENPRELUBE

OILPUMP

DIESELENGINE

DRIVENLUBE

OILPUMP

DRAIN

LUBEOILBY-P

ASS(OVERPRESSUREPROTECTIO

N)

BY-P

ASSFILTER

(OPTIONAL)

OILPUMP

INSTRUMENTATION

TYPEOFDEVICE

TYPEOFDEVICE

FUNCTION

OPERATION

A

ALARM

DPI

DIFFERE

NTIAL

PRESSUREINDICATOR

DPS

DIFFERE

NTAIL

PRESSURESWITCH

DPT

DIFFERE

NTIAL

PRESSURETRANSMITTER

H

HIGH

I

INTERLOCK

L

LOW

LS

LEVELSWITCH

M

MINIMUM

PI

PRESSUREINDICA

TOR

PS

PRESSURESWITC

H

PT

PRESSURETRANSMITTER

S

SHUTDOWN

TE

TEMPERATUREELEMENT

TI

TEMPERATUREINDICATOR

TT

TEMPERATURETRANSMITT

ER

Figure 6-4. Emergency service diesel engine lube oil system


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SHAFT

F

F

LUBEOIL

SUMPVENT

OUTDOORS

INDOORS

VENT

FILTE

R

LUBEOILSUMP

FILTERBANK

FILTERBANK

DUPLEXLUBEOIL

FIL

TERASSEMBLY

FILTERCHANGE

CONTROLVALVE

LUBEOIL

TEMPERATURE

CONTROLVALVE

DRAIN

BY-P

ASSFILTER

(OPTIONAL)

F

DRAIN

DPI

FINALOIL

FILTER

(OPTIO

NAL)

DRAIN

DRAIN

VENT

VE

NT

DRAIN

LUBEOILFILL

LUBEOIL

OVERFLOW

ENGINECRANKCASE

(DRYSUMP)

LUBEOILPRESSURE

CONTROLVALVE

DUPLEXSTRAINER

SUMPDRAINVALVE

(NORMALLYCLOSED)

PUMP

LUBE

PRELUBE

PUMP

ASSEMBLY

LUB

EOILCOOLER

Figure 6-5. Primary service diesel engine lube oil system


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6-8

DRAIN

F

OVERFLOW

LUBE OIL

LUBE OIL SUMP

(DRY SUMP)

ENGINE CRANKCASE

S

STRAINER

LUBE OIL

CIRCULATING

PUMP

LUBE OIL

HEATER

RECIRCULATING

LUBE OIL FILTER

(OPTIONAL)

Figure 6-6. Diesel engine standby operation lube oil heating system


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6-9

6-2. Lube oil system major components

The lube oil system is comprised of the following major components.

a. Pumps. Various types of pumps are utilized in lube oil systems.

(1) For a discussion of the types of pumps which may be used in lube oil systems for transferringlube oil throughout the facility, see chapter 5.

(2) The engine oil pump pulls oil from the lube oil sump and is the pressure pump supplyinglubricant to the engine when the engine is operating. The main lube oil pump is usually mounted on theengine and is a positive displacement pump, gear-driven by the engine.

(3) The prelube pump is generally a close-coupled, self-priming, positive displacement pump of therotary lobe or gear type. The prelube pump is driven by an electric motor. The prelube pump pulls oilfrom the lube oil sump and supplies lubricant to the engine when the engine is in standby operation.

b. Storage tanks. Storage tanks are generally fabricated from carbon steel plate with welded joints.

All lube oil tanks should be fabricated and operated in accordance with the general requirements ofNational Fire Protection Association (NFPA) 30, Flammable and Combustible Liquids Code (1996), forflammable liquid storage. Most lube oil is stored in atmospheric storage tanks. Most storage atmospherictanks are either the vertical or horizontal cylindrical type.

c. Heat exchangers. Heat exchangers are commonly used in both the lube oil cooler and lube oilheating subsystems.

(1) The lube oil cooler assembly generally uses shell-and-tube heat exchangers. Depending on thelube oil flow rate, a single heat exchanger may be used or two or more units may be used. When morethan one heat exchanger unit is required, it is common to connect the heat exchangersin parallel. Lube oil is generally piped through the shell (outside the tubes), and the cooling fluid is piped

through the tubes (inside the tubes). Some newer facilities may use, or may have replaced old shell-and-tube units with, plate type heat exchangers.

(2) The heat source may be steam (preferred for high capacity heating), hot oil, hot water, or lowdensity electric (low flow applications) depending on the needs of other operations at the facility.

(a) Lube oil storage tank heaters are generally of the convection type. The tank heater shouldbe designed

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Maintenance of Mechanical